Tuesday, December 28, 2010

Fwd: Some Seaplane History from Seattle Washington's Lake Union

You aviation buffs/historians ought to enjoy this, especially the Boeing connection..

Seaplane Intro
This is great, don't forget to click open to watch in full screen!!!!

With water all around us in Seattle, the float plane offers incredible freedom.  This video is about the history of seaplanes at Lake Union, which is unique because it is in the middle of Seattle and hosts a variety of watercraft all sharing the lake.  Enjoy this video on a fascinating form of aviation set in the scenic beauty of the NW.

A full sized model of the plane (mentioned in the video), Boeing's first production airplane that was created for Boeing's 50th anniversary celebration now hangs in the Great Gallery of the Museum of Flight.

F-18 ride

Ride in an F/A 18 Hornet Make sure and click on all 5 excerpts. What a Ride!!!
Make sure your sound is on.  Be sure to watch all of the 'scenes' especially 'Scene 2'. 
You have to click on each photo at the left to watch the scene.    (The first one should open on its own, it did for me.)




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Saturday, December 18, 2010

forward from Terry Eads

Yet another product of our Salute to Veterans weekend. Enjoy the link in the middle of the email below Hope you have a great Christmas and New Year! Anyway, just thought I'd give you the link to our latest video which was also from the Veterans event. This is Max Rubin of the Flying Tigers. It's only a short piece but it adds to our ever expanding catalog of Veteran interviews. http://video.smithville.net/?p=2013 
We managed to grab some REAL archive footage here too and were able to send Mr. Rubin a copy of the piece (and the original archive footage) on DVD. He was over the moon :)
All The Best, Rob

Friday, December 10, 2010

fwd from Doug Hatton

Doiuble click the photo to get the larger photo.

Please enjoy the attached holiday photo of the circle lighted on at night that we shot last week. It makes a nice seasonal or regular desktop background. You may forward this to anyone you wish to share it with.
 Happy Holidays!                                  

Jay Grumme
Above All Photography, Ltd.
8445 Castlewood Drive, Suite "A" 
Indianapolis, IN  46250
office:  317-845-9898
cell: 317-694-9975

Thursday, December 02, 2010

100 years of Naval Aviation

Check out the great web site celebrating 100 years of Naval Aviation at


(a link is also on on our web site at http://www.intruderassociation.org on the LINKS page)

Be sure and check for local events happening in your area throughout 2011.

We have had a fantastic first 100 years.


fwd from Tim Sparks 
our in house Naval Aviator


Taking STOVL to a New Level



Wednesday, December 01, 2010

F35 targeting video


more from the Northrop Channel

Over Air Show Center . . Jerking The Wings Off . . An F-100 Super Sabre

 Over Air Show Center . . Jerking The Wings Off . . An F-100 Super Sabre

 Del Rio was several times a movie set for a West Texas border town.It's windy, and the weather tends toward extremes.A large U.S. Air Force Base 6 miles east of town was named after Jack T. Laughlin, a B-17 pilot and Del Rio native killed over Java within a few weeks of the Japanese attack on Pearl Harbor.
Our Thunderbirds Team flew into Laughlin for an air show the next day, honoring 60 or so lieutenants graduating from pilot training.We go through the standard pre-show routine.Lead and 5 do their show-line survey, while the rest of us make the rounds of hospital and school visits and give interviews.Next day, proud parents watch as new pilots pin on wings.
At noon, we brief at Base Ops.As usual, an 'inspection team' comprising base and local dignitaries joins us for a photo session before we step to the jets.
The film Bandolero is in production near the base, and its stars, Jimmy Stewart and Raquel Welch, show up in the inspection team.Jimmy Stewart is a USAF Reserve brigadier general, a founder of the Air Force Association and a big hero to all of us.Raquel Welch is . . . well, she's Raquel Welch.
We're wearing white show suits, my least-favorite outfit and we look like Good Humor ice cream men.Plus, I work hard during the solo demonstration and sweat soaks my collar.
This wouldn't matter much, except we do a lot of taxiing in-trail.With only 6 feet between the end of mypitot and No. 5's tailpipe, I take a load of engine soot in my cockpit.Soot clings to any damp cloth, leaving a noticeable 'ring around the collar' when wearing white.
At Del Rio ... usual routine once we have taxied away from the crowd, I roll the collar inside/out to catch the soot.After the show, I'll roll it back out and the chimney-black is hidden from sight.
We taxi short of the runway for a quick pre-takeoff inspection by a couple of our maintenance troops.As No. 6, I'm flying F-100D serial number 55-3520.And thus far it had been a good bird.
We take the runway ... four-aircraft Diamond fingertip up ahead ... with Bobby Beckel and I in an element, 500 ft. back.
The Diamond releases brakes at precisely 1430.Bobby and I run up engines, my stomach tightening against the surge of isolation and exhilaration that comes before every air show takeoff.
By this time in the season, the Team is really 'clicking.'We have a lot of shows under our belt and we know what we are able to do as a team.Twenty-one minutes into the event, it's going well--a nice cadence and rhythm.We approach the climax, the signature Bomb Burst.
My job is to put "pigtails" through the separating formation, doing unloaded G force, Max-rate rolls in the vertical.
Even a few vertical rolls require establishing a perfectly vertical'up-line.'More than a few vertical rolls also requires starting with a ton of airspeed.I grab for altitude as the Diamond pirouettes into their entry for the Thunderbirds' signature 'Bomb Burst.'And at just the right moment, concealed behind their trailing smoke, I dive below.
The Thunderbirds switched to the F-100 in 1956, making us the world's first super-sonic flying team.Airspeed builds fast in these birds.And I have to be mindful of a hard-and-fast rule: don't go super-sonic during the airshow.

No 'booming' the crowd.

So, I want to be subsonic.But just barely--

Let's say ... MACH 00000.99
The biggest mistake I can make is to be early.The Diamond is about to break in all four directions.So if I get there too soon, I don't have any exit strategy and it's a bad scenario, indeed.
Today, my timing looks good.So I light the 'burner and start a 6.5 G pull up to the vertical.
If I get it right, I'll hit the apex of the Bomb Burst exactly 5 seconds after Diamond separates, snap the throttle out of 'burner' to get the smoke going while perfectly vertical.And moving very fast.
As the Diamond pilots track away from one another to the four points of the compass,I'll lay in those lazy, lovely curvy white pigtails.Then I'll get the smoke off and figure out how not to do a messy slow-speed vertical recovery.

But at Del Rio, it doesn't turn out right.At high-speed, I start that aggressive pull into the vertical.

And the aircraft ... explodes !
Now, F-100 pilots are accustomed to loud noises.The afterburner can 'bang' pretty hard when it lights off.It's also fairly common for the engine compressor to stall, forcing a violent cough of rejected air back up the intake.Sometimes flame belches out the long oval nose--which will definitely wake you up at night.And the shock can kick your feet off the rudder pedals.
Any F-100 pilot who hears a loud"BANG!" automatically thinks: 'compressor stall,' and unloads the G's to get air traveling down the intake in the right direction.
INSTINCTIVELY, the explosion causes me to relax stick-pressure to unload Gs.And by now, I'm fully committed into a fast-forward mental exercise where seasons compress into seconds, the tree leaves can change color while you and looking at them.As I move the stick forward a bit to unload, my situational awareness 'clicks' in :

"That's no compressor stall!"
In retrospect, the airplane had already unloaded its Gs on its own, making my remedy superfluous.But there's significant pilot lore now working here.No matter what else happens ... fly the airplane.Forget all that stuff about lift and drag and thrust and gravity, just fly the damn airplane until the last piece stops moving.The good old 55-3520 bird's stopped flying and it's quickly rending itself into smaller pieces.

But I have not stopped flying.
Now there's fire.And I don't mean just a little smoke.Straight out of my air conditioning vents, flames filled the cockpit. Eject.I grab the seat handles and fire canopy, simultaneously exposing ejection triggers on each side of the handles.I yank the triggers and immediately feel the seat slam into the slipstream.
Seat-separation is automatic and too fast to track, the seat disappearing as I curl into a semi-fetal posture to absorb the parachute's opening shock.Jump school helps here; and I congratulate myself on good body position.
Then the chute snaps open--much too quickly--jolting me back to real time and short-circuiting the transition from stark terror to giddy elation, the evil Siamese twins of parachute jumping.
My helmet is missing.Where did it go?I look up and see a couple of chute panels are torn, several shroud lines snapped, and there's one large rip in the crown of the canopy.I'll come down a bit quicker than necessary.

But there's not much altitude left anyway.
Going to land in the infield, near show-center.Have to figure out the wind, get the chute collapsed fast so as not to be dragged along.Heck!On the ground and being dragged already.
Focus on getting it collapsed!Finally, I stand up, thinking I'm in one piece.And here comes a blue van with some of our guys in it.
Then it begins to sink in. In 14 years and 1,000-plus air shows, the Thunderbirds Team has been clever enough to do all its metal-bending in preparation for the air shows ... and out of sight.This is our first accident in front of a crowd.And the honor is mine.
I gather my gear and climb into the van.Somebody wants to take me immediately to the base hospital, but I say, "Let's go over and tell the ground crew I'm OK."
So we stop, I get out of the van, shake hands, toss the crew chiefs an insincere thumbs-up.Jimmy Stewart is still there and comes over to say nice things, but Raquel hasn't stayed for the show, so no air-kiss.I'd given our narrator, Mike Miller, some ad-libbing lines to do in the middle of his presentation, and he stops to say maybe we should leave 'that thing' ... whatever it was ... out of the air show sequence.

That's when I learn I'd jerked the wings off the airplane.
On most modern fighters, the wings are well behind the pilot.You can see them in the rear view mirror or if you look back, but otherwise they're not in your field of view.Of course, I had been watching the Diamond, ahead and well above me.I hadn't seen the wings come off.

I knew it blew up.
The F-100 has a large fuel tank in the fuselage, on top of the wing center section and forward of the engine. When the wings folded, a large quantity of raw fuel from that tank dumped into the engine.

Which exploded.
The shock wave from the blast propagated up the air intake and blew the nose off, removing the first 6 feet of the airplane. The tail of the jet also was badly damaged, liberating the drag chute. As it came fluttering down, some in the crowd thought my personal parachute had failed.
After it exploded, the engine started pumping flames through the cockpit-pressurizat ion lines.Conditioned air enters the cockpit at the pilot's feet and also behind his head. My flying boots, ordinarily pretty shiny for an ROTC grad, were charred beyond repair.I never wore them again.Where I had rolled my collar inverted to protect its show-suit appearance, my neck got toasted by cockpit fire surging from the vents.
I have no idea how fast I was traveling at ejection.I was certainly barely subsonic when the wings failed. But with its nose blown off its fuselage, the F-100 is a fairly blunt object and was slowing down quickly.On the other hand, I remained with the aircraft no more than a second or two after it exploded.So there wasn't much time to decelerate.
When I came out of the jet, wind blast caught my helmet, rotated it 90 degrees and ripped it off my head.It was found on the ground with the visor in down position, oxygen mask still hooked up and chin strap still fastened.As the helmet rotated, it scuffed through the toasted skin on my neck, causing some bleeding.
The Team keeps a zero-delay parachute lanyard hooked up during the air show, giving us the quickest possible chute deployment.That explained why my chute opened fast.It was too fast.I didn't get enough separation from the seat, and it touched my deploying canopy, causing the large tear in the parachute's fabric.
The immediate, high-speed opening was certainly harsher than normal, and as my torso whipped around to align with the chute risers, the heavy straps did further damage to my burned neck.
Walking into the base hospital, I'm startled by my image in a full-length mirror.Above, a sign says: "Check Your Military Appearance."
Mine looks like I've crawled into a burlap bag with a mountain lion.The white show suit is a goner, the cockpit fire having given it a base-coat of charcoal gray accented by blood and a final dressing of dirt, grass and Del Rio sagebrush stain.Being dragged along the ground accounted for the camouflage, but I hadn't realized my neck was bleeding so much.I look like the main course in a slasher movie -- 'The Solo Pilot From Hell.'
They keep me in the hospital overnight.The Team visits, and Mike Miller smuggles in a dry martini in a second-hand milk carton.Everybody's leaving for Nellis AFB the next morning.I tell the hospital staff I'm leaving, too, and ask our Slotman, Jack Dickey, to pack my stuff at the motel.The 1967 show season was over.
After I leaped out, my aircraft continued on a ballistic trajectory, scattering parts and equipment along the extended flight path. Most of the engine and the main fuselage section impacted about 2 miles away from my initial pull-up over air show center.
All the bits and pieces landed on government soil, and there was no injury or property damage.My aircraft was destroyed--I signed a hand-receipt for $696,989--On the other hand, if there is a good kind of accident, this was the one.Nobody was hurt, and all the scrap metal was collected for post-game analysis.
The F-100's wings mate into a box at the center of the fuselage, the strongest part of the airplane.When my aircraft's wing center box was inspected, it was found to have failed.North American Rockwell, the manufacturer, tested the box on a bend-and-stretch machine.And it broke again at an equivalent load of 6.5 G for the flight condition I was at when the wings departed.
It shouldn't have happened, since the F-100's positive load limit is 7.33 G, but my F-100's wing center box broke along a fatigue crack.And there were about (30) thirty more cracks in the vicinity.
Some then-recent F-100 losses in Vietnam looked suspiciously similar.The recovery from a dive-bomb pass is a lot like my high-speed, high-G pull-up into the Bomb Burst.In the Vietnam accidents, the pieces had not been recovered, and the aircraft were written off as combat losses.
Later, specialists discovered considerable fatigue damage in the wing center boxes of other Thunderbird aircraft.USAF immediately put a 4 G limit on the F-100 and initiated a program to run all the aircraft through depot modification to beef up the wing center box. My accident almost certainly saved lives by revealing a serious problem in the F-100 fleet.

Merrill A. (Tony) McPeak
Note : USAF General Merrill A. McPeak flew F-100, F-104, F-4, F-111, F-15 and F-16 fighters, participated in nearly 200 airshows as a solo pilot for the Thunderbirds and flew 269 combat missions in Vietnam as an attack pilot and high-speed forward air controller (FAC). He commanded the Misty FACs, 20th Fighter Wing, Twelfth Air Force and Pacific Air Command, and completed his career as the 14th USAF Chief of Staff.

Source:Abridged from Aviation Week & Space Technology: Contrails
[Emphasis added:the "FAC" part –JM]

P.S.The date of then-Capt. Tony McPeak's "'thing' ... whatever it was" is included in the following excerpt from the website of the 456th Fighter Interceptor Squadron, at :

"During an air show at Laughlin AFB in Texas on October 21, 1967, Thunderbird pilot Captain Merrill A. McPeak's F-100D (55-3520) disintegrated in midair during a solo demonstration. Fortunately, he was able to eject safely. The cause was traced to a catastrophic wing failure caused by a series of wing cracks that had been produced by metal fatigue. The Thunderbirds were temporarily grounded until their planes could be fixed. Some losses in Vietnam were also thought to have been caused by this problem rather than by enemy action, and the entire F-100D fleet was temporarily restricted to a 4-G maneuver limit until all the planes could be fixed by carrying out a complete modification of the wing structural box. These modifications were not completed until 1969."
P.P.S.The last O-1E flight of my SEA tour was a couple of weeks after I'd been officially grounded (at about 3 weeks to DEROS — a policy to keep FACs from unnecessary risks during their last month).But — I wanted to see how the "Tigerhound" mission into Laos compared with Kontum Province FAC'ing and "Tally Ho" missions in the DMZ, so I "snivelled" a ride with Major Jim Leatherbee, then-commander of Kontum's "Hound Dog" FACs, to find out.The flight itself was uneventful (from my back-seat view a cross between DMZ and province FAC'ing), but one of the area radio transmissions reported the loss of an F-100 squadron commander, who had just lost a wing and crashed during a bomb run.Hindsight suggests he was one of those "losses in Vietnam . . . also thought to have been caused by [McPeak's center wing box fatigue] problem," as noted above.

Tuesday, November 30, 2010

November 27th flyout to Shelbyville comments

Thanks to the recommendation of our incoming President, Bill Allen, we had a successful fly-out on Saturday morning Nov. 27.  Ten brave souls and five planes ventured to Shelbyville, where were picked up by van and transported to Indiana Live! casino for a fabulous lunch buffet.  After eating like we had all missed Thanksgiving, a few brave souls toured the casino.  Not a big gambling group, most were headed back to Bloomington by early afternoon.  Except of course one lone aircraft that did not want to leave and wouldn’t start!  Not naming names, but the Piper Cherokee (black & white) finally decided to start after some much appreciated help from the folks at Shelbyville airport.  All in all, a great fly-out.  Thanks for scheduling it Bill!!
 --Terry Eads

 Evelyn and I wish to express our thanks to all involved, especially our  host pilot David, for a wonderful adventure Saturday.  Glad to hear our  friends in the Cherokee made it home safely.

 Here is an interesting video about repairing another plane:

 The other film clips listed below it include a nice piece on Short's  amphibians.

 Blue skies,  Russ Ryle

Congrats to the hardy souls. See you all at the Christmas Party. I will be 9:00am sharp this Saturday at KBMG to drop off the minutes book, I have to then go to INDH to work. It is Christmas and I have no life, I work for the big Purple Elf.
Peter Zabriskie

Tuesday, November 23, 2010

Bob Hoover Interview clips

Bob Hoover

"The best stick and rudder pilot I ever knew."

                        Jimmy Doolittle

rare and unusual WWII photos

Edwards 09 Air Show

Missing Spitfire Ace found



Drones Get Ready to Fly, Unseen, Into Everyday Life

From the Wall Street Journal


Largest Airplane in the world

This site has an interesting collection of pictures and data.

The link should take you to the AN-225


Friday, November 19, 2010

B-17 pictures from Barratt's Friend

 Barratt has a friend who sent along a few pictures to share, with this comment, 'We did 2 photo shoots yesterday for our Veteran's Day event. I was fortunate enough to be Flight Engineer on both flights. Here are a couple shots from the shoot. Hope you enjoy!'

Thursday, November 18, 2010

color Japanese gun camera footage

Recently declassified color gun camera footage from the Japanese theater of World War II has emerged. The clips are some of the clearest images seen from the era. Set to haunting music, the collection of clips begins with aerial dogfights and then moves on to strafing attacks. In one clip, people are seen running for cover.

Sunday, November 14, 2010

B-17 video Smithville

Everyone:  click on this link, then click on Salute to Veterans and watch this video of our WWII Reception.  It was done by the guy that purchased a British flag in honor of his grandfather, and of course his colleagues.  It is exceptional and a great momento of our day.  I will be getting a copy of this and we can distribute to anyone that wants it.  He is also going to give me a lot of pictures that were taken that day as well.

Saturday, November 13, 2010

Ain't Misbehavin Video

CAF logo
Jesse Frey
"Ain't Misbehavin"

         Video of Jesse Frey's reunion with his P51 Mustang "Ain't Misbehavin" to play. The you tube link is below.
         The Indiana Wing of the Commemorative Air Force  (CAF) also cordially invites you to join us for our Annual Valentine's Day Dinner Dance.
         The dance will be on February 12, 2011 next year at 6 pm, we will celebrate Valentine's Day in the spirit of a 1940s era USO gala.
          As always, the hanger promises World War II combat aircraft and military vehicles and many new and old friends interested in aviation history.
         DVD version of Jesse's video will be available at next years dance.
Col CJ "Wink" Winkler, CAF

Friday, November 12, 2010

homebuilt engine failure

Engine quits and student lands on road.

Fwd: Edwards AFB Open House & Air Show

Fellow Aircraft Buffs,
This show is really comprehensive. Take your time and enjoy it. (Don't forget to click on the sound bar insets).

Edwards AFB Open House



Fellow Aircraft Buffs,
This show is really comprehensive. Take your time and enjoy it. (Don't forget to click on the sound bar insets).

Tuesday, November 09, 2010

F4U raised from Lake Michigan



A World War II plane is back on dry land, after sitting at the bottom of Lake Michigan for nearly 70 years.
The Birdcage Corsair plane was built in the 1930s, and crashed during aircraft carrier training for the war.
“It went into the water and to my knowledge there is not a single surviving example of this aircraft anywhere in the world,” said explained Retired Navy Captain Ed Ellis of the National Aviation Museum Foundation, which is part of the effort.
Around 10:30 a.m., the plane was pulled from the water at Larsen Marine at Waukegan Harbor.
Over the years, A&T Recovery has salvaged 31 World War II era planes from the lake, of which the Birdcage Corsair is the latest.
A&T Recovery’s Taras Lyssenko and Al Olsen studied maps of crashes and located about 100 planes, something the Navy couldn’t do itself.
“These aircraft were older aircraft, a lot of them, as this Corsair was. They had mechanical problems, they had fuel problems, they had pilot error, they had a little bit of everything that led to them going into the water,” Ellis said.

The recovery of this aircraft and others is the continuation of a program begun in the 1990s to recover and preserve Navy aircraft lost in World War II, Navy Capt. Robert Rasmussen, director of the National Naval Aviation Museum, said upon the recovery of another plane last year.
Over the years, the effort has recovered more than 30 vintage aircraft, Rasmussen said last year.
Many of the planes are on display at aviation museums or other public venues across the country, including O’Hare and Midway airports.
Agencies began recovering lost planes in the late 1980s, but the process was on hold for the last 12 years until Navy officials pushed for its resumption.

Sunday, November 07, 2010

My Kinda Woman!!


Gladys Ingles was a member of a barnstorming troupe called the 13 Black Cats in the 1920s. Ingles was a wing walker; in this film, she shows her fearlessness in a classic barnstorming fashion to save an airplane that has lost one of its main wheels. Ingles is shown with a replacement wheel being strapped to her back and then off she goes as "Up She Goes," a duet from the era, provides the soundtrack. In the video, Ingles transfers herself from the rescue plane to the one sans main gear tire. She then expertly works herself down to the undercarriage only a few feet from a spinning prop. It's certainly a feat many mechanics wouldn't even try on the ground with the engine running.

fwd by Bill Harrington

from EAA650 My Great iMovie!

My latest and greatest iMovie is now available on YouTube. You can view it at:

My First Project


B17 2010

After you click on the link below,
Click on the pictures or use the Slide Show tool to view the pictures.


If you have any pictures you can share, send them along.

FW: Great watch - Top 10 Low Pass Flyby's of All Time

This is the new and improved version

Tuesday, November 02, 2010

Peter Zabriskie Photos


Click the link to get to the pictures, click the pictures to see the full version.

Presidential Message

            What a wonderful weekend, (I hope you all noticed I did not say ordeal).  We have a ton of members that put in a tremendous amount of work to pull off this B-17 Salute to Veterans weekend.  Richard and I thank you and salute you all. Was it worth it?  All you had to do was see the smiles and tears of gratitude from the folks that got to fly as they came off the plane. The emotions, the stories, the patriotism,- there were times when there was no way I could even speak.  We provided a great service to our WW II vets, the airport, the EAA, and the surrounding towns.   Selflessness in a cause greater than ourselves is always a positive growth experience and the opportunity presented itself to us this weekend.

             By Saturday our sales had already exceeded the entire Atlanta, GA tour stop.  The entire B-17 crew was extremely happy and grateful for the effort we put in.  You noticed they all jumped into the 17 to do the stadium fly-by.  That was probably a first for this EAA program.  I simply cannot find the words to adequately commend and thank all of you who participated.  And I will never remember everyone that was there.  But I have to try:    Lenny flew in from Mass., just to do his part.  Tim had the idea for the fly-by and the three amigos- Bruce, Bob, and Barratt made it happen along with phone calls from Dick.  I would ask all our membership to personally thank Bruce for all the incredible effort he put forward to do the paperwork, cut through the red tape, and make it happen.  If you believe, they will come.

            Our cause was just and the weather cooperated.  Lots of folks put in long hours. Russ, Nate, Bill, Melinda, Jim, Richard, Aga, Peggy, Ruth, Jessica, Tim and my other brother Tim, Barratt, the Ryles, Ralph, Doug, Bill Harrington and his white rocket, Pete, Ed Yess, Jim Stark, Bob Kelly, John Steere, Mike Combs, Dick, Ron, Bob, Bill-- even Willis braved the cold.  We also had a host of non- member volunteers.  However if we are to remember this 2010 B-17 event we must first think of Jack and Terry Eads.  The WW II Vet reception and the Field of Honor was totally their idea and they worked unbelievably to make both a fabulous success.  I thank you and would encourage all our members to do the same over the next few weeks.  Few people kept from crying during the flag presentations.  Did you see the lone American flag at half mast?  One of our flag folders and presenters lost his best friend in Afghanistan the night before.  Chapter 650 gave this flag in honor and appreciation for a fallen hero.  Never before has there been a country where liberty is considered such a precious gift that it must be preserved at all costs.  Never before have so many owed so much to their fellow citizens who answered the call.  The spirit of this presenter was one of the most uplifting things I have witnessed in years.  He had just lost his best friend, a comrade he served with.  Yet except for a brief, emotional time out from public view, he stood at attention, did his duty, and made his entire country proud.  Where do we come up with such quality individuals?

            As I sit here typing this, the 17 has now landed in KY, my body is exhausted, and my brain is jelly.  But I am totally enthused.  TOTALLY SATISFIED.  WE DID IT.  
            Nothing in this physical world is ever perfect, but after going through a cooperative group experience like this, one cannot help but notice how fine it feels to be a human being, an American, and a grateful child of God.  Thank you for this.

Your Not Yet Impeached, but Retiring President,


Friday, October 29, 2010

WWII Flying Fortress visiting Monroe County Airport: HeraldTimesOnline.com

If you have an online subsription to the Herald Times, they have a very good article available.

WWII Flying Fortress visiting Monroe County Airport: HeraldTimesOnline.com

Veteran's Reception 10-28-2010 KBMG B-17

   If you missed it, you MISSED it!  While our focus was honoring the WWII Veterans, we had, (I think) 30 WWII Vets, some Korean vets, and of course some Viet Nam vets.  A large number of them couldn’t wait to get outside in the blowing cold to welcome the B-17 and see the ceremony.  It was an afternoon of emotions and pride.  Even though the weather was cold, the hearts were warm……

Saturday Morning Breakfast

All The Saturday morning breakfast we had was a resounding success. The eggs to order, the bacon fried crispy, the fruit garnish,...